Air compressor



C. B. SEGNER Aug. 26, 1924. 1,506.674

I! COMPRESSOR Filed May 18 1922 4 Sheets-Sheet 1 3% 5555 aase mr Aug. 26, 1924. 1,506,674

c. asseuaa AIR, GOIPRBS 50R F1186 I!!! 18 1922 4 Shasta-Shoat 2 awe/wk 0.8.Segner Aug. 26 1924. 1,506,674

c. a. SEGNER AI! COMPRESSOR rum any is. 1922 4 Sheets-Shoe. 5

Wfrqsss 5 Patented Aug. 26, 1924.

UNITED STATES IBELMONT' SEGNEB, F BHIPPECNSBUBG, PENNSYLWAMA, ABBIGH'Ol nonzsmc ENGINE AND PUMP COMPANY, OF SEIPPENBBUBG, rmmvma, L

CORPORATION 01' PENNSYLVANIA.

an; contra Amman am My 1a, was. sum Io. more.

To all whom it may concern:

Be it known that I, CHARLES B. seem, a citizen of the United States, and a resident of Shippensburg, in the county of Cumberland and State'ofPennsylvania, haveinvented a new and Improved Air Compressor, of which the following is a full, clear, and exact description.

This invention relates to improvements in air compressors, an'object of the invention being to provide an air pump with a pair of engine cylinders for operating the pump, the piston rods of the engine and the'plunger rod of the pump, being located on a common crank pin with the plunger rod connected to the pm between the pair of piston rods, whereby the full power strokes of the engine pistons are imparted to the crank pin and one power stroke utilized in each complete revolution of the pin.

A further object is to provide an air compressor having an air cylinder positioned at an angle to a pair of internal combustion engine cylinders of the four-cycle type, with u the pistnnerods of the engine cylinders located at opposite sides of the plunger rod of the pump cylinder and connected to the same crank pin whereby a power stroke of each engine piston is utilized upon every complete revolution of the crank shaft.

A further object is to provide anair comressor having an air cylinder and a pair'of internal combustion engine cylinders tiring alternately and located at an angle to the compressor cylinder with the piston rods of the engine cylinders located at the opposite sides of the plunger rod of the pump cylinder, whereby all compression strokes are ower strokes from the respective engines.

* A further object is to provide a compressor of the character stated which is con structed to eliminate connecting parts between the engines and the pump plunger and thereby reduce the friction losses and weight, andrequire but a, minimum of space for a machine of given capacity, hence providing a compressor which is compact and 1 which most efficiently performs the functions for which it is intended.

With these and other objects in view, the invention consists in certain novel features of construction and combinations, an arrangement of parts as will be more fully hereinafter described and pointed out in the claims.

In the accompanying drawings- Figure 1 is a perspective view taken from one side illustrating my improved compressor as an entirety, mounted upon a suitable vehicle for transportation from place to pl c Figure 2 is a view in elevation of the compressor per se, showing a pair of compressor pnits coupled together.

l 'iggure 3 is a view of a single compressor unit partly in elevation, but mainly in longitudinal section.

Figure 4 is a view in section on the staggored line 4'4, of Figure 3.

As shown most clearly in Figure 3, my improved apparatus can be complete and eflicient in a single compressor unit or, as shown in Figure 2, it may comprise a pair of compressor units. although of course, it is to he understood the invention is not limiter] to any particular number of units, as I may employ any number desired, all

of the compressors being precisely alike the description hereinafter oi one, will apply alike to all.

Ear-h compressor unit has a compressor cylinder 1 preferably located in vertical position. as shown most clearly in Figure 4, with a pair of engine cylinders 2, preferably located in horizontal position and IiLl'llZ angles to the compressor cylinder 1. Those cylinders 2 form parts of internal combustion engines 3 of the four-cycle type, it being' understood that the cylinders are tired alternately.

4 represents a crank shaft mounted toturn in a suitable crank case 5, common to both engine cylinders 3 and compressor cylinder 1 and fly wheels 6 are secured on the crank shaft 4 as shown. 7 represents a crank pin of the shaft 4, and to this crank pin 7 the plunger rod 8 of compressor cylinder 1 is connected and located between the iston rods 9' -6f the engine cylinders, whic are also connected to the same crank pin 7.

10 represents the engine pistons and 11 the com ressor plunger, and as above stated, the engines are fired alternately so that by reason of the connection of the engine picright valves 15 of engines 3 valves 20 and 21 res control the tons with the samecrank pin which 0' rates the com ressor, one power stroke is ad on" the cr pin at each complete revolution of the crank shaft, hence all Y compression strokes of theplunger 11 of the compressor, constitute'power strokes and the maiimum of power is im rted to the plun er 11, by reason of the act that the cylin er 1 is at to the cylinders 2. This power is exerte against the compressor piston dur ing the last half of the compression stroke, w ich is the period of greatest ressure. The greater amount-of power, is t ercfore, transmitted directly 'to t e compressor with out the necessit of being transmitted through a crank shaftand stored in balance wheels and through the medium of coulings andclutches, or other mechanism, as Is common with this class of a paratus. While my drawings show e compressor and en 'ne'cylinders set at right anglesto each at or, I do not limit my construction to cylinders at right angles as any other angle may be used that may be desired, the principle remainin the same; viz, connecting two power cylin ers, which are parallel and in the same plane, to one compressor cylinder in the samepr any other plane, by means of all three connecting rods connected to common crank in. The cran shaft is preferably rovided with balance weights 12 balancing t e crank arms to give the best results and assist m reducing the friction and thrust resistance to'a minimum.

Within the crank case 5 a cam shaft 13 is located, the cams 14 thereon controlling the and said shaft 13 is connected by are 16 and 17, Fig. 3, with the crank aha t 4.

The compremor cylindertl is provided at its upper end with an air inlet cage 18 and an air discharge cage 19 'ith ring disc tively, thus controlling communication ween said cages and the cylinder 1 andheld in normal position by coiled springs 22, so that the movement of the plunger 11: serves to automatically of the valves and the inlet and discharge of air.

An air inlet manifold 23 communicates with the air cages 18 of the compressor units and an air discharge manifold 24 connects the air discharge cages 19 with an air tank 25 in which the air is maintained at any desired pressure. I

The en ines 3 are water jacketed as shown at 26, whlch water jackets communicate with a hopper 27 through which air circulatin tubes28 pro ect and the entrance ends o t hese' air circulating tubes 28 communicate with a screened chamber 29 having a fan 30 therein, the shaft 31 of which is provided with, a pulley 32 driven by belt 33 from a pulley 34 on crank shaft 4.

The crank case 5 ofeach com ressor unit is rovided with a removable p ate 35 nory covering an opening 36 which exposes the crank pins and permits access to the connections whenever desired.

In connection with my improved compressor, I provide a complete lubricating system to maintain all of t e movable parts properly lubricated at all times and to automatica ,control such lubrication all of which will now be described.

37 represents a lubricating supply tank latter. The sight fee devices 40 and 42, are

connected by pipes and 46 with the engine cylinders 2 and suppliy lubricant to the latter. The sight fee evice 43 is connected to a vertical pipe 47, which directs lubricant through a duct 48 and nozzle 49 into an annular space 50 in an arm, or disc forming part of the crank shaft 4, and from the latter through a central bore 51 and ducts 52 to the crank pin 7 to lubricate the rod connections.

Branch pipes 53 and 54 communicate with .pipe 47 and convey lubricant to the bearings 55 of crank shaft 4.

A reservoir 56 is located at a low point outside of the crank case and is connected by pipe 57 with an oil strainer 58 in the bottom 0 the crank case, as isclearly shown in Figures 3 and 4. An oil pump is located in reservoir 56 which pum the oil in a stream through eight feed evice 48 thus flooding the crank shaft and connecting rod bear-in the surplus oil falls to bottom of cran case and flows through oil strainer 58 back into reservoir 56. Y

By this method newoil from reservoir 37 is used for lubricating the engine and compressor cylinders, but as the oil fed to the cylinders is not all consumed the surplus is carried into crank case and thus new oil is being constantly added to the supply in reservoir 56.

It is, ofcourse, to be understood that my invention is in no sense limited to the particular manner of lubricating, but I believe the arrangement of lubricating parts is a preferred one, and gives most desirable resuits. r

As shown most clearly in Figure 1, my improved compressor may be conveniently mounted on a wheeled vehicle 59, to be moved, or propelled in any desired manner and preferably provided with a frame or housing 60 with movable curtains, or covers 61, so that ample protection is afiorded the compressor in bad weather and yet full ac cess may be had to the compressor when in operation.

By thus providing a wheeled vehicle I' can convenlently support a gasoline, or

other motive fluid sup ly tank 62 thereon and carry all arts of t e apparatus in convenient a'ssemhlage.

The operation of my improved compressor is as follows:

Reference being particularly bad to a ,single compressor unit, as the operation of all units are alike, except that where more than one unit is employedthe crank throws of the various units may he set at such anles as shall cause the moving parts to be In good balance, and the timing of the engine explosions can be thus regulated for best results.

As the compremor plunger 11 is caused to reciprocate at right angles to a air of reciprocating power pistons in engines the four-cycle ty e, alternately firing, h compressor stro e of the compressor b omes a power stroke, and this is due to the fact that the connecting rods of the pis tons and the plunger, are on a common crank pin and the maximum of power is utilized. and because of the fact that the compressor cylinder is at right angles to the engine cylinders the full power stroke of each engine piston gives a direct full power stroke or compression stroke, to the compressor lunger.

Various siight changes might be made in the general form and arrangement of parts described without departing from my in- \ention, and hence I do not limit myself to the precise details set forth, but consider myself at liberty to make such changes and alterations as fairly fall within the spirit and scope of the appended claims.

I claim: A

1. An air comp ressor comprising a single pump cylinder, a pair of c linders of an internal combustion engine 0t the four-cycle type alternately firing, pistons in the pum and engine cy inders, and connecting to s for the pistons of the engine cylinders and the piston of the pump connected to a common crank pin, the timing of the valves and ignition of the internal combustion engines being so coordinated relative to the effective compression strokes of the air compressor that the power stroke of each piston of the engine will take place simultaneously with the effective compression strokes of the air compressor piston.

2. An air compressor, comprising a single ump cylinder. a pair of cylinders of an internal combustion engine adapted for alternate firing, pistons in the pump and engine cylinders, and connecting rods for said engine and pump pistons connected to a common crank pin. the connecting rods of the engine'located at opposite sides of tliepump connectin, rod. the effective compression strokes of the air compressor piston taking place simultaneously with the effective power strokes of each engine piston.

CHARLES BELMONT SEGNER. 

